Air conditioning and lighting system for vehicles



April 21, 1942. M. P. wlNTHER 2,280,735

AIR CONDITIONING AND LIGHTING SYSTEM POR VEHICLES Filed April 11, 1938 8 Sheets-Sheet l April 21, 1942. A M P, wlNTHER 2,280,735

AIR CIONDITIONING AND LIGHTING SYSTEM FOR VEHICLES Filed April ll, 1958 8 Sheets-Sheff?l 2 aLI* FIG. 2.

April 21, 1942. M. P. wlNTHER AIR CONDITIONING AND LIGHTING SYSTEM FOR VEHICLES Filed April ll, 1938 8 Sheets-Sheet 3 FIG. 5

April 21 1942 M. P. WINTHER y2,280,736

AIR CONDITIONING AND LIGHTING SYSTEM FOR VEHICLES Filed April 11, 1938 8 Sheets-Sheet 4 FIG. 8.l X

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AIR CONDITIONING AND LIGHTING SYSTEM FOR VEHICLES Filed April 11, 195:3y

M. P. WINTHER 2,280,736

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-pril 21, 1942. M, p wlNTHER 2,280,736

AIR CONDITIONING AND LIGHTING SYSTEM FOR VEHICLES Filed April l1, 1958 8 Sheets-Sheet 7 HG. n. L

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AIR CONDITIONING AND LIGHTING SYSTEM FOR VEHICLES Filed April 11,- 1938 8 Sheets-Sheet 8 Patented Apr. 21, 1942 AIR. CONDITIONING AND LIGHTING SYSTEM FOR VEHICLES l Martin l. Winther, Waukegan, Ill., assigner t Martin P. Winther, as trustee fApplicaton April 11, 1938, Serial No. 201,336

15 Claims.

This invention relates to air conditioning and lighting systems for vehicles, and with regard to certain more specific features, to systems of this class for railway passenger cars.

Among the several objects of the invention may be noted the provision of a relatively light-weight, but complete and adequate, lighting and air conditioning unit which is driven from the running gear of the car; the provision of apparatus of the class described, wherein an electric storage battery carried by the car may be charged by operating a D. C. generator from outside, standby, A. C. lines when the car is stationary, whether or not the air conditioning equipment is in operation; the provision of apparatus of the class described J wherein standby cooling 4is available either from the battery as a source of energy, or from the outside A. C. power line; the provision of apparatus of the class described in which battery charging is automatically adjusted to conform to the power available from the A. C. motor; and the provision of apparatus of this class in which starting or stopping of both D. C. and A. C. standby motors is accomplished while these are unloaded, so as to reduce the number of switch-contact failures. Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly comprises the elements and combinations of elements, features of construction, and arrangements of parts which will be exemplified in the structures hereinafter Fig. 9 is a continuation of the wiring diagram of Fig. 8, wherein the ten Roman numerals again indicate the connections to be made between Figs. 8 and 9;

Fig. 10 is a detail end view of a pole changer mechanism, taken substantially on line |--l0 of Fig. 12;

Fig. 11 is an enlarged diagrammatic view 01T the sequence switch |13 oi Fig. 8;

Fig. 12 is an enlarged diagrammmatic view of the generator-motor of Fig. 8, with appurtenances;

Fig. 13 is an enlarged diagrammatic view of the appurtenances of A. C motor |01; and,

Fig. 14 is a left-side. elevation of-the switch parts shown in Fig. 10, the shaft and pawl portions at the left of Fig. having been removed.

Similar reference characters indicate corresponding parts throughout the several viewsof' the drawings.

Introduction passenger car, and 'is driven at flange |61 from a positive gear or like drive associated with one of the live axles of the car. When the car moves,

the ange |61 is driven at a rate proportional described, and the scope of the appplication of- K which-will be indicated in the following claims.

In the accompanying drawings, in `.which is illustrated one of various possible embodiments ofY the invention; f

Fig. 1 is a side elevation of the rotary driving appartus of -the invention:

Fig. 2 is an enlarged, longitudinal section of a magnetic clutch 205, shown at the left of Fig. 1, the section being taken on line 2-2 of Fig. 3;

. Fig. 3 is a cross section taken on line 3-0 of Fig. 2. f:

Fig. 4 is a cross section taken on line I-l of Fig. 2.

, Fig. 5 is a fragmentary vertical section taken approximately on line 5 5 of Fig. 3; i

Fig. 6 is a diagrammatic, longitudinal section of the speed-control d rive. shown at 201 in Fig, 1;

Fig. 'I is a viewV similar to Fig. 6 showing the drive in an alternative position;

Fig. 8 is a portion of a wiring diagram illustratingthe invention, wherein the ten Roman numerals indicate the connections to be made between Figs. 8 and 9;

to car speed.

The driven shaft 20| of the driving apparatus is connected by pulleys ||0, |I| and belt ||0A (Figs. 1 and 9) with the compressor |2 of air conditioning apparatus carried on the car.

The driving apparatus shown in Fig. 1 which is between the driving ange |61 and the driven shaft 20| includes an electromagnetic clutch 205, D. C. generator-motor |05, A. C, motor |01, and a speed control or slip clutch 201.

A car lighting battery is shown at 68 (Fig. 8) the charging of which is the purpose of the generator component of the yD. C. generator-motor |05. The battery 08 also provides D. C. current to operate, when necessary, the motor component of the D. C. generator-motor |05. The main circuit between battery 68 and the D. C. generator-motor I 05 is shown in heavy lines in Fig, 8.

The A. C. motor |01 is energized from an outside 220 volt, three-phase, cycle supply circuit at railway terminals, yards, and the like, in a manner to be described. A plug 36 is used for this purpose (Figs, 9 and 13).

The armatures of generator-motor |05 and of motor |01 are carried by an intermediate shaft |08. Shaft 1081s capable, under certain conditions, of relative rotation, both with respect to .flange |61 and pulley IIO, as will appear. This complished, besides car lighting when required,

namely:

1. Road air conditioning, that is, with the train in motion at any speed, or at rest at a station or the like where no A. C. plug-in service is available;

2. A. C. standby service for air conditioning purposes and for battery charging purposes, while the train is at large terminals; and,

3. Battery charging from the A. C. motor at terminals or yards, without air conditioning, whereby is avoided the great expense of purchasing especially generated D. C. current.

Prior to describing how these operations are carried out, the character of each of the primary devices 205, 201, |05, and |01 of Fig. 1, and of other auxiliary apparatus, will be described in sufficient detail.

This clutch is electromagnetic, and comprises a driving drum |68, to which is attached the driving flange |61. vThe drum is made up of several constituent parts, but, in order to avoid circumlocution, these various parts have been treated as a unit bearing said numeral |68 (see also Fig. 3).

The drum |68 is inwardly flanged, as shown at 209, and carries within the flange a clutch release plate |66. connection with the drum |68 by the provision of suitable peripheral slots in the plate associated with the pins 2|| in the drum. Thus, the release plate |66 may move longitudinally, but it must move angularly with the drum. The plate |66 provides one driving clutch surface.

Opposite the release plate |66 and within drum |68 is a second driving clutch surface 2|3. Between the clutch surface 2|3 and the surface of release plate |66 is located a driven clutch disc 2|5, suitably faced as at 293. The disc 2|5 is splined at its hub (as at 2|1) to a xed collar 289 on intermediate shaft |08. The shaft 08 is piloted by bearings 2|9 within thev drum |68, and

at its other end within bearings 22| in the driven shaft 26| (Figs. 1,6 and 7) The left end of shaft |08 thus supports the rotary drum |68. A bearing 29| supports this end of the shaft |08 in a main stationary case 223.

The. clutch is tightly closed by clamping the driven disc 2|5 tightly between the surface 2|3 and the plate |66 and loosely closed by loosely clamping said plate 2|5 between the surface 2|3 and the plate |66. dilerence will be disclosed in detail.

The clutch is opened by energizing coil |10 which is supported by, and carried within, the

stationary case 223 surrounding the clutch. The release plate |66 and the holding plate 225 are magnetic, so that there is an attractive force between them when the coil |10 is energized. The holding plate then draws open the release plate |66 against both tight and loose closure effects.

Asforecast above, the clutch is provided with means for producing two degrees of coupling between the drum |68 and the intermediate shaft |08. The normal or moderate degree is effective while the car is standing still, and the higher degreeis elTective when the car speed exceeds 25 M. P. H. The reason for these two degrees of The plate |66 has a splined The mode of effecting the coupling is that, when a train is standing still, the clutch should not be so securely closed as to prevent slipping. This relieves the shock of ac celeration due to switching, coupling of cars, and the like.

Furthermore, no drive is desired nor required until the train speed exceeds 20 M. P. H., and from thence upward until 35 M. P. H. is reached, only about one-half of the full torque is required for the 10 H. P. air conditioning machinery. On the other hand, above 35 M. P. H., full torque is required, at which speed the D. C. generator component of |05 cuts in, in order to charge the car battery 68. Since the lighting generator equipment requires about H. P., the total load above 35 M. P. H. may be of the order of 35 H. P.

Since no torque is required from 0 to 20 M. P. H., and about half the total torque is required from M. P. H. to 35 M. P. H., while full torque is required above 35 M. P. H., it is apparent that, if the total pressure required between the clutch faces for maximum torque were exerted with the train at a standstill, this pressure might be so great as to prevent the necessary clutch slip in order to protect the gears and the like in the positive axle drive during switching and car coupling periods.

The variable coupling effect desired is obtained by employing a clutch spring ring 221 (Figs. 2, 3 and 5) which has holes therethrough with sockets 229 for slidably accommodating studs 23| having heads 233. The sockets accommodate springs 235, which react between said heads 233 and the ring 221. Since the studs 23| are threaded into the release plate |66, the reaction of springs 235 is normally to force the spring ring 221 into engagement with the release plate |66, as shown in Figs. 2 and 5.

In order lightly to thrust the release plate |66 against the driven plate 2|5, comparatively light-pressure clutch springs |69 are used. These are located in sockets which are formed by openings passing through the release plate |66 and into the spring ring 225 (Fig. 5). Springs |69 are placed in these sockets and react from the flange 209 of drum |68. Thus, the expanding tendency of the light-weight springs |69 is to throw the assembly of the spring ring 221 and re lease plate |66 to the left (Figs. 2 and 5), so that the plate |66, with the surface 2|3, clamps plate 2|5. The springs 235 are stronger than the springs |69, and hence prevent separation of the rings 221 from the plate |66, as long as pressure comes merely from the springs |69.

It is desired to obtain added clutch-closing pressure as the train speed increases to 25 M. P. H. (well below M. P. H., for example), so thatwhen the generator component of |05 cuts in to operate at 35 M. P. H., the total torque needed (suflicient torque to drive both the 10 H. P. air conditioning machinery, as well as the 15 H. P. lighting generator equipment) will certainly be available.

This feature is accomplished by shaping the spring ring 221 with bridge portions 435. These bridge portions are associated with centrifugal weights 231 which are provided with heels 239 pivoting'in suitable sockets within the drum |68. Each weight 231 is provided with a contact toe 24|, which, when the weight 231 pivots at its heel 239, under the action of centrifugal force, forces the bridge 235 endwise to the left (Fig. 2), and consequently the assembly of spring ring 221 and plate I 66 is forced to the left (Fig. 2). Thus, the centrifugal force due to the Weights 231 appliesfforce to the spring ring 221, and, as the plate |60 cornes against the driven plate 2 l5, the spring ring 221 leaves plate |66 to compress the heavy-pressure springs 235. The reaction of springs 235 applies a greater clutch-closing force,

V .beyond that which is available from the springs f located on a centrifugally operated flat spring |1|. The spring |1| is fastened to the inside of the drum |68 (Fig. 4). The spring`l1l, with its brush 245 attached, short-circuits the two rings 5| while the train is idle or moving at speeds below 20 M. P. H.

Speed control 207 (Figs, 6 and 7) The multi-speed control 201 is for the purpose of attaining a substantially constant velocityv of shaft 20|, with varying velocities of the intermediate shaft, |08,V as determined by varying velocities of flange |61 which receives its motion from the car axle. This control may be generally of the type described in the United States patents of Anthony Winther, Nos. 1,982,461, dated November 27, 1934, and 2,025,487, dated December 24,1935, or an improved form of those controls,

-such as described vin the United States Patent 2,193,214 of Anthony Winther and myself, dated 1 March 12, 1940, for Electromagnetic control.

tion (as shown at 253) with a drum 255, which permits the member'249 to move longitudinally on v'but to rotate with, drum 255. The drum 255 The in-` 20|, being donc in connection with the endwise motion permitted by the spline bearings Electromagnetic coil |12 in case 223 provides the magnetic Afield for effecting the magnetic coupling between teeth 25| and the drum |09.

This coupling is varied according to the position of the teeth 25|, and the position of the teeth is changed by any incipient speed change of the driven member.

It will thus be seen from the above, and in connection with said Patent 2,193,214, that, with changing speed of the intermediate shaft 208, substantially constant speed conditions of shaft 20| are maintained, variations therein being only incipient. The purpose of this isto insure that the compressor ||2 which is driven from the shaft 20| will operate at a substantially constant rate. The compressor ||2 provides the load.

Generator-motor 105 (Figs. 1, 8 and-12) The generator-motor |05 has its armature 211 connected to the intermediate shaft |08. Its field is indicated generically at 219 and consists of a series motor winding |02,u a shunt generator and motor Winding |03, and an interpcle series winding |04, all'supported on the case 223. Its positive brush is shown at 16 and its negative brush is shown at 11. y,

Practically the full output rate of the generator component of |05 -is made available by driving it from the A. G. standby motor |01 when the air conditioning apparatus is int running, and about 2 k. w. of D. C. current is available when the air conditioning apparatus is functioning. These. conditions prevail during A. C. standby service. The. reason for this will appear. The device |05 may also be driven by the "axle of the car through the clutch 205. Pole changer-,switch PC(Figs. 8, 10, 12 and 14) Associated with the generator-motor 05 is a' Cknown type of pole changer switch PC, the diagrammatic organization of .which is shown to is connected to the driven shaft 20 I. Hence, such Y rotation as is electromagnetically imparted to the driven member 249 isimparted to the driven shaft 20 A spring 251 normally axiallyforces the driven member 249 into the position shown in Fig. 6,

wherein the flux-concentrating teeth 25| are adjacent Ahomogeneous magnetic regions 259 which favor the production of eddy-currents and a condition of high torque transmission.

`On the other, hand, when the member 249 is automatically forced, in the manner which will Fig. 6 toward'the position of Fig. '1 by the action ofvcentriiugal force on weights 263 rivoted to said member 249 'at 265. Rollers 261 are on the weights and react against the drum 255, under centrifugal force on the weights 263, to force the `member 249 toward the position of Fig. '1. .This

isv done against the reacting tension` of springs zss. f

Bearings 21| permit the endwi'se motion vneeded between themember 249 and the shaft the right of the armature 211 in Figs. 8 and l2. Figs. 10 and 14 show further details.

VAs is known, in the operation of cars provided with axle-driven-generator lighting systems, provision is made for maintaining proper generator polarity, independently of the direction of travell of the car. .There are various types of these available, such as ones wherein each generator brush is shifted on the commutator to the center of the next pole when the direction of car motion reverses. In such an arrangement, AYthe brush holders are supported in a rotatable frame which is free to move between well-deiined limits in response to the rotation of the armature, the motionbeing communicated simply by brush friction (see Standard Handbook for Electrical' Engineers, F. F. Fowle,ffth edition, section 22, page 288). It is to be understoodthat such a pole changer. or

anv other suitable one may be used. if dashed. However, I prefer to,use the so-called Gould tripper type of this apparatus diagrammatically respectively of switch PC; -The iinger3l| and one extension arm 3|5 are in one plane; and

finger 3|3 and-switch extension 3|1 are in anI other plane. In practice, a pair of fingers 3|| and arms 3|5 may be used, but for descriptive purposes, only one finger is discussed. The pawl 283 has its center of gravity outside of its pivot point (Fig. and its form is such that under centrifugal force it is symmetrically arranged with respect to a radial line. Hence, under substantial constant-speed rotation of shaft |08, thefingers 3|I, 3|3 are equidistant from the center of rotation, that is, they are drawn in clear of the switch extensions 3|5 and 3|1. This eliminates any action on the pole changer switch PC.

But, if for example the car stops, then the double pawl 283 depends by gravity, and is angled with respect to a radial line as the car starts. This is because when it moves upwardly to the right (Fig. 10), the finger 3|| rests on the shaft |08, and finger 3|3 is extended. When it moves upwardly to the left, the finger 3|3 rests on shaft |08 and finger 3|| extends. Either of extending fingers 3|| or 3|3 contacts one of the extensions 3|5 or 3|1 respectively of the pole changer switch PC, if that switch is in the wrong position for the assumed direction of car movement. If the switch is already in the correct position, that is, if the car proceeds in the direction it was proceeding before it stopped, then, during the first few revolutions, the fingers 3|| or 3|3 freely pass extensions 3|5 or 3|1, respectively, as may happen to be in the way, and finally the pawl 283 assumes its symmetrical position under the action of centrifugal force, in which position neither of its fingers 3|| or 3|3 touch either of the pole changer projections 3|5 or 3|1. The switch PC is overcentered by a device 3|9 so that it tends to hold a preset position.

It will thus be seen that the pole changer switch is set into one position or the other, depending upon the direction of car movement. The electrical functions of this reversal will be discussed hereinafter.

Automatic charging switch, (Fig. 8)

Associated with the generator-motor circuit (shown in heavy lines in Fig. 8) is an automatic charging arrangement. This includes a teaser circuit composed of fuse 63, junction 14, resistance 13, contact 12, series winding |52 of generator cut-out CO, coil |55 of polarized relay PR, junctions 15, 80, blade 8| of pole changer PC, clip 83, and point 89 of a motor-field switch VE. If the switch PC is in its other position, the circuit is through clip 500, junction 85 and to point 9| of switch VE. From switch VE connection is made back to the negative side of the battery through switch PC in either of its positions, as is clear from Fig. 12.

One circuit through PC (as "shown in Fig. 12), VE (down) and |03 is as follows: 80, 8|, 83, 89, 90, |03, 92, 9|, 85, 84, 82 to CP. When PC is thrown,.the circuit is as follows: 80, 8|, 500, 85, 9|, 92, |03 (reversing polarity) 90, 89, 501, 82 to CP.

Hence, by reason of pole changer switch PC, the shunt coil |03 of generator-motor |05 is properly excited at the beginning of operation of generator-motor |05 as a generator, points 89, 90, 9| and 92 of switch VE being then closed.

When the voltage of 05 rises with increased train speed sufficiently to permit of connection CTI out CO receives enough current to pull down vthe cut-out armature 10, thus completing at points 1|, 12 the connection of the generator component of |05 to the battery 68. The series winding |52 acts as an aid after contacts 1|, 12 have been closed.

The polarized relay |56 is normally open, as shown, and the current is such as to assist in maintaining the polarity of its permanent magnetic armature.

When the train speed decreases to a point where the voltage generated by |05 drops to such a degree as to permit the battery 68 to discharge through the generator component of |05 in a direction opposite to the charging current, then the polarized relay |56 closes the contacts 49, |50, thus establishing a circuit through junction 14, coil |5| of switch-opening magnet OM, peints |50, |49 of polarized relay PR, and junctions |48,

|41, to cause magnet OM to exert a powerful pull on the armature 10. necessary due to the tendency of contact points 1| and 12 of switch B partially to fuse together, and the action is designed to be in the nature of impact corresponding to a blow delivered to armature 10. Thus is precluded the probability of sticking of the contacts 1| and 12 due to the heavy current handled when the generator voltage drops below the charging requirements.

Many failures of existing electromagnetic sys-`n tems are due to the automatic switch sticking and the battery subsequently discharging into the generator as'the train slows its speed.

The generator component of the generatormotor 05 must always deliver positive current through the brush 16. When the direction of rotation is changed, it is therefore necessary to reverse the polarity of its field. This is accomplished by the teaser circuit 69, 14, 13, 12, |52, |55, 15, 80, working in conjunction with the pole changer switch PC and field switch VE as already made clear. r

Alternating-current motor 107 (Figs. 1, 9, and 13) The auxiliary A. C. motor |01 has its armature 213 fast on the intermediate shaft |08 (Fig. 9), and its field 215 is stationary in the case 223 (Fig. 1). A. C. 3-phase, 220 volt, 60 cycle current is supplied when available at plug |36. Contact |35 closes points |25, |26 in circuit with an operating coil |21 of an A. C. switch |33. This coil |21 is connected in series with a thermal protective relay |28. The coil |21 and relay |28 are connected across'the main line of battery 68 at a suitable setting of a control switch A, as will appear. A

Air conditioning apparatus 30|. The condenser H9 is cooled by a fan 30s4 driven by a motor |20.

From the condenser ||9 liquid passes over line ||8 to the receiver ||1.` Liquid is expanded into the evaporator ||4 through an expansion valve |6. The valve ||6 is responsive to conditions of a thermal bulb |5.

At |3 is shown a highand low-pressure, cutout switch on the refrigeration line which is in series with an electric thermostat |2.

This switch responds to fiuid pressure drop over the lines 309, 304. Whenever the pressure drop over lines 309, 304 is dangerously high or dangerously low, theswitch |3 opens so as to reopen the pilot circuit which the thermostat I2 closes. The thermostat |2 closes-in response to too high Aa temperature in the vehicle and calls for re- A powerful action is often skilled in this art; An air circulating blower` is shown at |22 driven by a motor Sequence switch 173 (Figs. 8 and 11) This control switch is operated by a coil 281 and is controlled as to speed of travel by a damping mechanism 50.

The switch (which is diagrammatically illustrated) preferably comprises six mercury tubes actuated by a rotary shaft. When the coil 281 is energized, the shaft actuating the six switches is operated slowly, due to the damping effect of the bellows L, and switches CC, DD, MC, MM and 'IT are operated in the sequence stated. However, switch SCP opens before any of CC, DD, MC or MM close, as coil 281 is energized, and it also closes after the others have all reopened after deenergization of said coil 281. Switch SCP provides for operation of the speedcontrol 201 during road speeds above 20 M. P. H., as will appear. Switches DD, MC, and' MM are fed in cascade, as indicated by arrows on the diagram. Thus, the first one closedy feeds current to the next.

Switch CC is in shunt with switch DD, and because of the resistance 41, causes a slow opening action of the pressure plate |66 of the magnetic clutch 205 (Fig. 2), the coil |10 being in series with the resistance 41 and the switch CC. They are all across the line, as will be particularized.

The functions performed by th'e various switch contacts are as follows:

Contacts 24 and 25 of switch I'I remain in contact until the end of the stroke, and then open,

and are the rst ones to re-establish contact.

Contacts 48 and '48 of switch SCP are normally closed, as are contacts 24 and 25 of switch TT.

When the switch |13 begins to move, contacts 48, 49 of switch SCP break first.

Contacts 45 and 46 of switch CC are the next to make contact, to energize coil of the clutch 205, so as to start a slow opening of the clutch, because of resistance 41, and to prevent sudden closing during the reverse action.

,Closure of contacts 4| and 42 of switch DD follows to complete the opening of the clutch, the resistance 41 at this time being shunted out of circuit. y

Contacts 4|A and 42A of switch MC are next closed and serve to operate the motor-field switch |32, the detailed connections for which will be described.

Contacts 30 and 3| of switch MM are next to close and serve to energize the speed-control coil |12 in the speed control 201.

Contacts 24 and 25 'when open insert an economizer resistor 26A into circuit with the coil 201 of the sequence switch |13.

Blower motor interlock switch R (Fig. 9)

This switch R determines the air circulation to Ibe lbrought about by means of blower |22 operated from motor (Fig. 9). Unless arm 280 of switch R is set on one of the three available contacts 295 for determining the operation and speed of the blower motor I, the circuit through points 6,- 1 and thermostat I2 is dead and no air conditioning can take place.

Points 8 and 9 serve other functions to be clarified.

selector control switch A (Fig. 9)

This switch may be manually set to any one of three positions, DC, AC, or BAC, to determine various pilot circuits.

When set to position DC, it selects for operation of relays which lprovide D. C. standby operation below 20 M. P. H. and direct drive to the compressor ||2 above 20 M. P. H.

Switch A is set to position AC whenever A. C. current is available to the plug |36, under which circumstances, the apparatus is set for A. C. powered, standby service.

When the switch A is set at position BAC, it so controls the pilot circuits 1 that the generator` may give a full output.

Charging rate relay switch F (Figs. 8 and 12) The relay F controls the charging rate of the generator component of the generator-motor |05 by shunting out resistance when the compressor |l2 is not running during operation of the A. C. motor |01.

When the compressor ||2 is running during operation of the A. C. motor |01, there are available only three to four H. P. in the motor |01 for use in driving the generator component of the generator-motor |05. Then the switch F is open and resistance |4| weakens the generator field to the proper value for a lower generator output.

Both coil |10 of the clutch 205, and coil |12 of the speed control 201, are required to be energized before the switch F will open to introduce resistance |4| into the field circuit of the generator. Thus, it is the function of the relay switch F to insert the resistance |4| into the shunt field of the generator when the A. C. air conditioning standby service is being used. Since refrigeration Work is being done by driving the compressor ||2 by means of the A. C. motor |01, some battery charging can be done with the generator component of the generator-motor |05, but the output is limited by the resistance |4| so as not to overload the A. C. motor |01.

Field Switch VE The .purpose of this switch is to function, through its points 81, 98, as a relay for the motor switch Q; to effect proper circuit connections for motor or generator operations, as desired, of |05; and to function in association with the pole changer switch PC and the shunt winding |03 to provide correct polarity of Winding |03 when |05 functions as a generator.

lRlzay switches JM and J (Fig. 9)

'I'he relay JM is associated with the relay J. Due to the characteristic of rapidly picking up full load which is inherent in the speed control 201, the time being only about one second, it is advisable to have a time-delaying device in the circuit. Most time-delaying switches are of complex structure, but the new arrangement here described is novel in its simplicity.

When the relay J is energized, contacts 53 and 54 are closed, thus establishing a circuit through fuse 66, junction 66A, points 53, 54, junction 59, resistance 60, junctions 58, I 2|, I1, coil |12 of speed control 201, and junctions I6, I5 to the negative return wire NR. This circuit also passes to the contact 38A and through the motor |20. The relay JM is then still open, for the reason that the condenser fan motor is provided with a low reactance when starting Therefore, the current drawn is large and there is little voltage drop through Athe coil of relay JM. The fan motor |20 offers a very low resistance. l

However, as the yfan motor builds up its speed, the reactance of the motor (counter electromotive force) rises, so that sucient voltage is built up across the points 6| and 31 to cause enough current to Iiow through relay JM to close the contacts 6| and 62, thus cutting out the resistor 60 and supplying full excitation to the coil |12 in the speed control 201. By this means, a timedelay feature for the progressive excitation. of coil |12 is obtained, simply by making' use of certain inherent characteristics of a piece of apparatus required anyway, that is, of motor |20.

An important reason for desiring a gradual pick-up or loading by the speed control 201 is that this system is intended to be used with a positive gear drive on the car axle (as above made clear). If the speed control has the characteristic of picking up the load quickly, it is necessary particularly at high train speeds, to relieve the shock which might otherwise be put upon the gear train. This is done by this gradual pick-up or loading means. This rst provides a driving ratio between the load and the driving motor which is less than the normal driving ratio, and which later is increased to the normal operating ratio.

Detailed description of operation First will be described the conditions for road air conditioning. By this is meant continuous air conditioning service while the train is enroute and away from the main terminal, whether or not the train is in motion, but where A. C. plug-in service is not available at plug |36.

'I'he normal :tate of the apparatus is one wherein the clutch 205 is closed by its low-pressure springs |89 (Fig. 5). Hence it drives shaft |08 according to train speed. 'I'his clutch may be opened by the energization of its coil |10.k It is centrifugally more tightly closed at train speeds above M. P. H. This clutch completes the drive connection between the car axle through the shaft |08, thus rotating the armatures of the generator-motor |05 and the motor |01, and the drum |09 of speed control 201.

The speed control 201 starts out in the position shown in Fig. 6 and progresses toward the position shown in Fig. 7 as speed of shaft |08 increases, but maintains shaft 20| at about a constant speed at variable vspeeds of shaft |08.

Operation at speeds below 20 M. P. H.

Selector switch A is set at position lDC, and

switch R is set at a point suitable 295 for renergizing the blower motor Whenever the thermostat I2 (which responds to car temperature) closes, thus calling for cooling, a circuit is established starting with the fuse block I of the terminal U on the plus side of the battery 68. From here the circuit progresses through plate 2 and point 3 of switch A, points 6 and 1 of the then closed interlock switch R, closed thermostat I2, switch I3, relay I4, and connection |5 on the common negative return wire NR.

When the relay I4 closes, the following circuit is established: Fuse block 66 on bus bar U, 66A, points 2| and 20 on relay |4, junctions 22 and 23, points 24 and 25 on sequence switch |13 junction 26, coil 281, junction I9, clutch switch G and junction 52 on the common negative return wire NR. It will be understood that the brush 245 of switch G opens the circuit through the slip rings 5I only at speeds above 20 M. P and below these speeds the circuit remains closed. 1

The result is that in starting from zero velocity the circuit last traced results in energization of the sequence switch |13, This causes points 48 and 49 thereof to break rst. Then points 45 and 46 are connected, and this 'establishes a circuit through fuse block 39, junction 40, points and 46, resistor 41 (which slows down the electromagneti'c opening action of clutch 205), junction 43, coil |10, and junction 44 on the common negative return wire NR. Thus the clutch 205 is slowly opened followed by the closing of points 4| and 424 on sequence switch |13, whereupon the clutch`205 is fully opened.

Next, the points 4|A and 42A of the sequence switch |13 close to send current through junction 29 to the plate 2A of the manual control switch A. This establishes the following circuit: Fuse block 39, junction 40, points 4| and 42, points 42A and 4I'A, junction 29,- plate 2A, point |3|, coil |32 of motor-field switch VE, and junction |00 on the negative return wire NR.

Thus, switch VE is energized, and among others, its points 91 and 98 are closed thus energizing the motor switch Q. This is accomplished by the circuit constituted by fuse block |62 (on bus bar U), points |6I and |60 of a manual cutoi switch MS, points |59 and |58 of the motor switch Q, winding |02, junction 15, winding |04,

brush 16, commutator |51, brush 11, and junction 18 which is on the negative side of the main battery circuit. This circuit starts the motor component of generator-motor |05 from battery 68 and revolves shaft |08 and hence the drum |09v of the speed control 201. Thus there is fastacting .means for starting the motor before clutch 201 is energized or actuated, which may be called a quick-make relay for starting the motor.

At this time, points 50|, 503 of the switch VE are closed yand the shunt eld |03 becomes energized in the direction for operationl as a motor. The circuit is from point |58, through shunt eld resistor 505, points 50| of switch VE, shunt field |03, points 503 of switch VE and junction 99.

By this time, the points 30 and 3| of the se- -quence switch |13 have closed. These points establish a circuit as follows: Fuse 39, junction 40, vpoints 4| and 42, points 42A- and 4IA, junction 29, points 30 and 3|, junction 32, points 33 and 34 of the pilot relay C for battery charging, coil 35 of the first-clutch relay J, junction 38, junction 31 andv junction 38 on the negative return wire NR. This has the eiect of energizing the relay J and oi' closing the following circuit: -Fuse 66, junction 66A, points 53 and 54 of relay J. junction 59, resistance 60, vjunction 58, junction I1, coil |12 ofthe speed control 201, and junction |5 on the negative return wire NR. The resistance 60 has the eiect of causing the speed control 201 slowly to accelerate the driven shaft 20|. Thus power is transmitted from the shaft |08 to the compressor ||2, through the slowly accelerating shaft 20|. There is time-delay between energization of control clutch 201 and energization of the motor component of |05.

At the same time, the fan motor |20 receives current through points 53, 54, junction 59, resistance 60, junction 58, junction |2|, motor |20, the current returning to the negative return wire at junction 38. Due to the low armaturereact ance (low counterelectromotive force), most of the voltage drop in this circuit occurs between the junctions 58 and 59, that is, through the resistor 60. When, however, the motor |20 attains full speed, its counterelectromotive force raises the potential between junctions 31 and 64 on the one hand, and junction 58 on the other hand, so that sulcient current fiows through coil 63 of the relay JM to operate that relay. This in turn ,closes the points 6|, 62 of the second clutch relay JM and the resistor 60 is shunted out of circuit and full current is applied to the'speed control coil |12 and the motor |20.

` Thus, the speed control 201 and the motor |20 equipment from the D. C. motor component of at speeds below 20 M. P. H., or with the train standing still and after having left the main terminals where the A. C. current for operating the A. C. motor |01 is not available.

Operation at train speeds abovel 20M P. H.

When the train reaches or exceeds a speed of 20 M. P. H., the centrifugal switch G in the clutch 205 opens contact between the brush'245 and slip rings 5|, thus de-energizing the sequence switch |13. The contacts of the switch |13 break in reverse order, so that sequence of operations is as follows, so far vas the power units are concerned:

The speed control 201 has its coil |12 de-enerigized, thus dropping the load from the motor component of generator-motor |05.

At the same time, the fan motor |20 is cut off.

Due to de-energization of the coil |32 of switch VE and openings of its points 91 and 98, the circuit for the switch Q is broken, thus opening its points |58 and |59. This breaks the energizing circuit of the motor component of the generator- ,motor |05.

Coil of the 'clutch 205 lis de-energized, thus permitting the clutch plate |66 to close. The shaft |08 is then driven by power from the car axle, and the drum |09 4of the speed control 201 is thus mechanically opera-ted or driven.

The points 48 and v49 of the sequence switch |13 again close, thus again energizing the coil |12 of the speed control 201 and resulting in driving of the compressor 2.

Thus regular direct mechanical air conditioning is re-estalished under road conditions at speeds A,above 20' M. P. H.

Road battery charging A special feature'of the clutch 205 pertains to the charging ofthe battery 68 by means of thegenerator component of generator-motor |05;

tioning compressor ||2 and the generator component of thewgenerator-motor |05, its extrapressure, centrifugal weights 231 (Fig. 2) exertY the required pressure when the train reaches- 25 M. P. H. The points |58 and |59 of the\y switch Q are open at this time, as above made clear.

` `With control switch A still set at DC, as above stated, the following circuit is established, which includes the teaser circuit for the generator field, this circuit; being as follows: Fuse 69, junction 14, resistance 13,.contact 12,.series winding |52 of the generator cutout CO, series winding |55 of polarized relay PR, junction 15, junction 80, blade 8| of switch PC, clip 83 of switch PC, points 89 and 90 of switch VE, shunt winding |03 of the generator-motor |05, points'92 and-9| of motor iield switch VE, junction' 85 of switch PC,

clip 84 of pole Achanger PC, blade.82 of switch kVPC, carbon pile variable resistor CP, points |40 and |39, to the negative side of the battery cirand 12, thus completing closure ofthe generator circuit ior generator action. I Operating coil |45 of a voltage regulator opcrates the carbon pile |42 to regulate `the current through the shunt coil |03. At this time the sej ries motor winding |02 on the generator-motor |05 'is not in circuit, because of the open condition of the points lssand |59 on switch Q.

The switch PC directs current through shunt winding |03, so as to set up the proper polarity r for battery charging in accordance with the direction of train movement.

t, Alternating-current standby service While, at large depots or terminals, where A. C. power is available at the plug |36, the operation is as follows:

The control switch A is placed at position AC. The blower motor switch R is set so as to operate the blower motor in the manner already described. f

.The plug |36 is in connected position.

When the thermostat I2 closes, circuit is established as above described through 2, 4,

6, 1, I2, I3, |4 and |5. -This also closes the switch in connection with relay |4, thus establishing the circuit through 66, 66A, 2|,20, 22, 23, 24, 25, and 26, coil 281, I9, switch G in the clutch 205 (closed'below 20 M. P. H.) and 52.

This again energizes switch |13 so that points 48, 49 break iii'st, then points 45 and 46 are connected, establishing a circuit through 39, 40, 45 46, 41, 43 and 44. This latter circuit energizes the coil |10 through resistance 41, thus again l lowed by the making of contacts 4|, 42 whichv slowly opening the clutch 205. This is again folcauses the clutch 205 fully to open. Then points 4|A, 42A close to energize plate 2A of control switch A and again establish a circuit throughr CTI tate independently of the road wheels of the vehicle.

The coil 281 of the sequence switch |13 having been fully energized has cut in the coil |12 of the speed control 201, so that the compressor II2 is operated after the motor |01 has attained its speed.

It should be noted that, under these conditions, the generator-motor |05 can also supply direct current to the battery 68. While the A. C. motor |01 is operating the compressor II2, as described, circuit is also established through terminal I1 of the speed control coil |12, point |31 on the charging rate relay F, coil I8 of F, point |38, junction I9, closed switch G in stationary clutch 205, and junction 52 on the negative return Wire NR. This energizes the coil I8, and opens` points |39 and |40 so as to insert the resistance |4I, and reduces the output of the generator-motor |05 to a degree commensurate with the power available from the A. C. motor |01. This output is used for battery charging in excess of the power used by the compressor II2.

Battery charging only at a car terminal For this purpose, the switch A is set at position BAC, the switch |36 being still plugged in.

Circuit is established through fuse I, plate 2 on switch A, -point 5, junction 21, coil 65, and junction |24 on the negative return wire NR. 'Ihis opens points 33, 34 of battery charging relay C, and eifects de-energization of the coil |12 of the speed control 201. Hence the air conditioning equipment becomes inoperative. Thus the energy which would flow to the compressor is available for battery charging purposes,

Then circuit is established through fuse I, plate 2, point 5, junction 21, junction 26, coil 281 of sequence switch |13, junction I9, switch G of stationary clutch 205, and junction 52 on the negative return wire. The sequence switch |13 being thus energized, the clutch 205 is held open.

Ultimately, when the points 4 I, 42, 42A and 4 IA on the switch |13 make contact, the plate 2A onthe control switch A is energized so that circuit is established through plate 2A, point |30, point |28 of the thermal protective relay M, coil |21 of said relay, points |26, |25 (plug'l36 in), and junction |24 on the negative return wire NR. This closes the A. C. switch |33 and starts the A. C. motor |01.

The pole changer svi itch PC is set into the proper direction by the pole changer mechanism which turns with shaft |08, and the process of operation of the generator-motor |05 proceeds as a1- ready described.

At this time the switch on the charging relay F is closed at points |39, |40 so as to shunt out the resistance I4I, thus allowing the generator to operate at full capacity.

Rsum

A short rsum of function is as follows:

At train speeds below 20 M. P. H., the selector control switch A is at position DC. The blower switch R is set to operate the blower motor II.K When the thermostat I2 closes, calling for cooling, the friction clutch 205 is opened, and the motor switch Q is closed to energize the motor component of the generator-motor |05.

Then the speed control 201, under action of the motor component of the generator-motor |05 slowly accelerates and finally reaches a normal driving condition for the compressor II2. The fan motor |20 at this time also starts. Under these conditions, the battery 68 drives the motor component of generator-motor |05 and the latter drives the compressor I I 2 through the speed control 201.

Under the above conditions, when train speeds of 20 M. P. H. or above are reached, the speed control 201 is de-energized to drop the load from the motor component of generator-motor |05.

Then the clutch 205 is closed to obtain a mechanical drive from the car axle to the compressor II2.

When the mechanical drive is in operation, the battery 68 may be charged by means of the generator component of the generator-motor |05. This occurs at speeds above 25 M. P. H., under which conditions clutch 205 is more tightly closed to assume the added load of current generation. At this time circuit conditions are such that the motor component of the generator-motor |05 is ineffective.

When the train is at large depots or terminals where A. C. power is available, the selector control switch A is placed at position AC. The blower switch R remains at a setting to operate the blower motor II.

When the thermostat I2 closes (train stationary) clutch 205 opens. Under these conditions, the motor component of |05 receives no current whereas the motor |01 does receive A. C. current from an outside line. The clutch 205 being open, shaft |08 rotates. Coil |12 of the speed control 201 being energized, there results a drive from the A. C. motor I01to the compressor II2. This drive is not perfected until the A. C. motor |01 has obtained its running speed.

While the compressor II2 is being driven from the A. C. motor |01 under stationary train conditions, the A C. motor |01 is also driving the generator' component of |05 to generate charging current for the battery 58. Such charging curient for the battery 68 represents A. C. motive power in excess of that necessary to drive the compressor II2.

When, at a terminal, it is desired to use the full power available at the A. C. motor |01 for battery charging purposes, the manual controlswitch A is set to position BAC, in which position the drive for the compressor II2 ceases to operate and the A. C. motor |01 has only to drive the generator component of generator motor |05.

,- At this time the circuit of said generator component is arranged to have its charge-limiting resistance shunted out to allow the generator yto cperate at full charging capacity.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results attained.

As many changes could be made in carrying out the above constructions without departing' from the scope of the invention, it is intended that all matter contained in the above description `or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

I claim:

1. A clutch comprising a driving plate, a driven plate, spring meansv .for normally forcing said drivingl plate against the driven plate with a predetermined pressure, centrifug'ally-responsive means adapted to force said driving plate with more pressure against the driven plate, spring means between said centrifugal means and said driving plate adapted tol transmit a greater force to said driving plate than the force of said first-named spring means, and electromagnetic means adapted to pull said Adriving plate `away Yfrom the driven plate to open the clutch.

2. A clutch comprising a driving plate, a driven plate, spring means for normally forcing said driving plate against the driven platel with a predetermined pressure, centrifugally-respon` sive means adapted to force said driving plate with more pressure against tne driven plate, and electromagnetic means adapted to pull said driving plate away from the driven plate to Open the clutch.

3. A clutch comprising a driving plate, a driven plate, spring forcing means for normally forcing said driving plate against the driven plate with a 'predetermined light pressure, centrifugal, forcing means adapted to force said driving plate against the driven plate with more than light pressure, electromagnetic means adapted to pull lsaid driving plate away from the driven plate to open the clutch, and a centrifugal switch responsive to the speed of the driving plate controlling` the electromagnetic clutch-opening means.

4. A clutch comprising a driving plate, a driven plate, spring forcing means for normally forcing said driving plate against the driven plate with a predetermined light pressure, centrifugal forcing means adapted to force said driving plate against the driven plate with more than light pressure, electromagnetic means adapted to pull said driving plate away from the driven plate to open the clutch, and a centrifugal switch responsive to the speed of the driving plate controlling the electromagnetic clutch-opening means, said switch operating to effect clutch opening at relatively low speeds, said centrifugal forcing means closing the clutch tightly at relatively high speeds, said spring forcing means being operative automatically lightly to close the clutch 'over a range between said relatively high and low speeds.

A5. A clutch comprising a driving plate, a driven plate, spring means for normally forcing said 'driving plate against the driven plate with a predetermined pressure, centrifugally-responsive means adapted to force said driving plate with more pressure against the driven plate, electromagnetic means adapted to pull said driving plate away from the driven' plate to open the clutch, and means associated with the driving means adapted automatically to de-energize said electromagnetic 'means at predetermined low speeds, whereby said low-pressure springs become operative to close the clutch, said centrifugally- .operated closing means being ineffective at said low speeds.

6. A lo'ad responsive to an intermittent demand, a direct current motor and an alternating current motor for driving the load, a multispeed clutch between the load and the direct current and alternating current motors,4 sources of energy for thetwo motors, control means for energizing the motors from the sources, control means for alternatively placing the alternating current motor or the direct current motor in driving relationship with the load through the clutch, and time delay control means for gradually loading the driving motor in response to the demand.

7. The combination of a load, a motor for driving the load, a source of energy for furnishing power to the motor, means for starting the motor with the load disengaged from the motor drh/e, and time-delay means responsive to the first named means `for connecting the load to the motor drive after the motor is operating.

8. Thecombination of a load, a motor for driving the load, a source of energy for furnishing power to the'motor, automatic means 'responding to the demand for theA operation of vthe load for starting the motor with the load disengaged from the motor drive, and time delay means responsive to the first named means for connecting theload to the motor drive after themotor is operating.

f 9. An air conditioning system including a com.- pressor, condenser, a motor driven condenser fan, an evaporator and means for driving the compressor, clutch means between the driving means and the compressor, and a control circuit includ- .ing a thermostat, means responsive to the thermostat for energizing the compressor driving means, means for energizing the condenser fan motor, and means acting in time delay relationship with respect to the energization of the driving means responsive to the operation of the condenser fan motor to effect full clutching action of the clutch means so as to drive the compressor at normal operating speed.

l0. A motor, a source of energy for driving the motor, a load driven by the motor in response to an intermittent demand, a multispeed clutch between the motor and the load, and control means responsive to the demand for the load for controlling the operation of the motor including fast acting means for connecting the notor to the energy source, means acting in time delay relationship with respect to the fast acting means for actuating the clutch to drive the load at low speed, and means acting in time delay relationship with respect to the slow speed operation of the clutch to actuate the clutch to drive the load at full speed.

11. The combination of a load, a motor for driving the load, a source of energy for furnishing power to the motor, means for starting the motor, and operating it with the load disengaged from the motor drive, means acting in time delay relationship With respect to the starting of the motor for connecting the load to the motor drive after the motor has been placed in operation, said last-named means effecting a driving ratio between the load and the motor of less than the normal driving ratio, and means acting in time delay relationship with respect to the first time delayr means for finally increasing the driving ratio between the load and the motor to the normal operating ratio.

12. The combination of a load, a motor for driving the load, a source of energy for the motor, clutch means between the motor and the 4load being adapted to connect the load to the motor drive, said clutch being normally in the declutched position, and a control circuit for the motor and the. clutch including a quick-make relay for starting the motor, a iirst clutch relay operating in time delay relationship with respect to the starting of the motor for energizing the clutch means to drive the load at slow speed, a second clutch relay for closing the circuit to energize the clutch for high speed operation of the load, and means responsive to the closing of 'the first clutch relay for controlling the operation of the second clutch relay by generating an electro-motive force to effect full energization of the last named relay.

13. The combination of a load, a motor for driving the load, a source of energy for the motor, clutch means between the motor and the load being adapted to connect the load to the motor drive, said clutch being normally in the declutched position, and a control circuit for the motor and the clutch including a quick-make relay for starting the motor, a rst clutch relay operating in time delay relationship with respect to the starting of the motor for energizing the clutch means to drive the load at slow speed, a second clutch relay for closing the circuit to energize the clutch for high speed operation of the load, and means responsive to the closing of the rst clutch relay for controlling the operation of the second clutch relay, said last named means being connected in a parallel circuit with the second clutch relay and adapted to draw a large amount of current when starting to limit energization of the second clutch relay but after a. time delay being adapted to generate a counter electro-motive force to eiect full energization of the second clutch relay.

14. A direct-current motor, an alternating-current motor, a load driven by said motors, a clutch 'between the load and the directand alternating-current motors, sources of energy for the two motors, control means for energizing the motors from the sources, control means for alternatively placing the direct-current motor or the alternating-current motor in driving relationship with the load through the clutch, and means acting in time-delay relationship with respect to the last-named control means for declutching the load from the driving motor prior to the starting or stopping of the motor by the first control means.

15. The combination of a load, a motor for driving the load, a source of energy for the motor, means for disconnecting the load from the motor while the motor is driving the load at normal operating speed, and time-delay means responsive to the iirst-named means for de-energizing the motor after the load is disconnected.

MARTIN P. WINTHER. 

